Flying-machine.



lV/TNESSES:

' M. A. BATSON.

FLYING MACHINE.

APPLIOAIJJION FILED JUNE 22, 1911.

Patented Nov. 4, 1913.

3 SHEETS-SHEET 1. n

l LVVENTOR,

- flail/kwaifiaisam BY v64) ATTORNEY.

M. A. BATSON.

FLYING MACHINE.

APPLICATION TILED JUNE 22, 1911.

Patnted Nov. 4, 1913.

3 SHEETS-SHEET 2.

ATTORNEY.

in L N LVVENTOR, MZZ/klfldil Bafsmz,

'M. A. BATSON.

FLYING MACHINE. APPLICATION FILED JUNE 22, 1911.

1,077,786 Patented N0v, 4,i913.

3 SHEETS-BREE! 3.

WITNESSES: I 1 INVENTIOR,

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ATTORNEY.

, varying atmospheric pressures or densities which produce gusts of wind, blllows, or

vim-ED sT .ferent elements will tend to keep it in stable I equilibrium, looth laterally and. lflllgltlldb should the motors for any reason come to and horizonta y in a vertical plane, parallel with the longi- -right or the left, and also in the provision or descend by varying the angle of incidence motion; (9) to provide a tail element for MATTHEW a. BATSON,-. or PRINGFlELD, MASSACHUSETTS;

To all whom, it may concern Be it known that I, MATTHEW A. BATSON, a citizen of the United States of America, residing at Springfield, in the county of Hampden and State of Massachusetts, have invented new and useful Improvements in Flying-lllachines, of which the following 18 a specification. I p

The present invention relates to improvements in flying machines 'or aeroplanes in which two or more wing elements are em-. ployed, the wing elements serving to practically support the machine in flight while it is driven forward by means of one or more propellers rotating in a vertical plane transverse to the line of motion.

The objects of the invention are: (1)' to provide a flying machine in which the difnally, while in flight, in practically every condition of the atmosphere in regard to eddies; (2) to provide means .for keeping the machine in a forward, gliding motion,

a standstill or be'stopped, and thus prevent its upsetting or falling vertically; (3) to provide means for steering,- both vertically (4) to provide a flying machine in which two or more motors may be installed, each independently operative and of sufficient power, to drive the machine safety in flight; '(5) to provide means for simultaneously adjusting the wing elements tudinal axis of the machine, also to permit independent. movements of these elements in a vertical plane transverse "to the longitudinal axis of the machine; (6) to provide-means to guide or direct the course of the machine so as to steer it either to the of means for causing the machine to ascend of the wing; .(7) to provide means for permitting the machine to alight upon, or start from, either land or water; (8) to provide means for causing themachine to rise without being first put in a forward horizontal causing the machine to right itself and assume a gliding action, should the propelling mechanism, for any reason, become disabled.

In order to effect the lateral equilibrium,

Specification of Letters Patent.

Application filed June 22, 1911 Serial N 0. 634,667.

; LYING-MACHINE.

i Patented Nov. 4,1913.

of the machine, I have attached a plurality of laterally disposed win-g elements to the framework of. the machine with spring or elastic elements which will permit them to yield or move so as toaccommodate themselves to the different densities of the at-- mosphere, and have also so constructed-these wing elements as to direct the current of air from their outer ends orv tips toward the central portion of the machine.

Having set forth'the prlnclpal objiects and Airns PATENT o-Frion.

nature of the invention, I will now more particularly describe my flying machine in which these principles are embodied in a practical form, it bein understood that variations from this idea construction may be made without altering or invalidating the claims, as more particularly set forth later on. J n the drawings forming part of my application,-F-ignr e l is a plan view of the machine showing the. arrangement ofthe wing. elements in different vertical planes, the forward elevating or horizontal rudder, the tail, and, in outline. the car body. a Fig. 2 is a side elevation showing the arrange-- 'ment of the driving propellers, the wing elements, fore and aft rudders. front elevator, tail, also the pon'toons on which are pivotally mounted wheels for pern'iitting the machine to readilyget under headway in starting from a state of rest. a detailed view showing the manner of mounting the wing elements so as to vary the angle of incidence. Fig. l is a front elevation showing the arrangement of the wing elements in the difl'ercut horizontal planes, and the elastic elements extending billows or holes. in the air similar to permit the latter to automatically yield in an upward direction, and in dotted lines the second position assumed by the wings. Fig.

5 is a view showing the arrangement of the hand wheels in the pilot room for varying the angle of incidence of the wings. and also means'for varying the position of the horizontal and vertical rudders. Fig. (i is a detailed view of the tail-piece and its wing elements. Fig. Tie a detailed view of the s rim elementwhich is connected between the frame and the wing, this element being so constructed as to permit the win; to move upward andmlownward; but not below a horizontal plane. Fig. 8 is a plan view showing, in detail, the construction of the Fig. 3 is wing and the means of attaching the same 5, 7) will cut the front edges of the wings 'of the upper series 1',- and the even numbered ones (2, 4, 6, and8) will cut the front edges I of the wings of the lower series Attached pifiitwheels for varying the.position of the to the under de'oft ese wings is a spring wing elements and the various rudders. element '72 which comprises a rod 9 that is attached to he under side of the wings at 7'.

is provided with a 1o struction of the wing and means of'yarying" P i through which the rod 9 passes. 1 Tbsp un- *ig. 13 is a detail ofthe sw1 vel,conneet1on end of which 1s providedwith small open- 20 and trussed together by posts and struts b, c, a cushioning effect on the-wings when they he object of pivoting the wing j and la to the chassis so that they may rise and fall, as indicated at Fig. 4, is for the purpose of assisting in maintaining the machine in a stable equilibrium when the-wings comeinto' Contact with different densitiesor atmospheric pressures, sometimes spoken of as b1llOWS or holes in the all-similar to T 51 e'post'elements and the beams at'the other gines, pilot room, capacityfor passengers, 3o supplies,"etc. The c 35 F 2 are d t d t b f ld d pward i to to the position shown in dotted lines at j and la in Fig. 4, depending u on the difi'erent air densities encountered.

lie erring now to the'mechanism by means a ,1 g p of which the angle of incidence of the wings 1 he wheels are folded upward.- when in is changed, reference being had to Figs. 2, 1 .5 g 8, and 9 in which the chassis part of the 1 ,eadway on land. The pontoons are provided with skids .to prevent injury when lighting on land. J 5 he upper ends of the 0st elements 2') "1 and c are; connected to he longitudinal 1 spine element 2', and thelower ends to the ongitudinal beams d. j designates a series of, laterally disposed 50 wings attached to the upper part of the chassis and arranged in substantially the same horizontal plane. I I it esignates the second series of laterally disposed-wings attached to the lower part of tie chassis (or, as shown, to the car) and arranged in the same horizontal plane with relation to each other. 3 I

It will be noticed, by referring to Figs. 1 and 2, that these series of wings j and it I 60 'are not placed exactly under each other but v he inner side of the wing is provided with a rod 3 which is attached-to the sector element 2 by means of the eye elements or pivots designated at 4, which eye elements permit the wings j and I; to rise and fall in a vertical plane 1 5 transverse to'the axis of the chassis, as previously described. At the same time the wing may be rocked fore and aft of the c iassis so as to change its angle of incidence )y means of the sector element 3 which is provided with teeth 7;: and engaging these teeth-is'a worm Son the end of the shaft 9.

with the teeth 7 will cause the sector to turn 25 on its pivot 2 in a vertical plane parallel front edge) of the upper'and lower series with the longitudinal axis of the machine of wings will be iii-alternate, practically and rock the entire wing so as to vary the equidistant, 'vertical planes transverse with angle of incidence of the edge 5 whereb the axis of the chassis. If these vertical more or less of the airmay be directed above i or below the wingv during flight. At the same time the wing is free to rise and fall on the pivots 4 in a vertical plane transverse to the length, of the ship. 'To,'permit the angle ofincidence of the wings of either 'side in each series to be changed simultaneously, the lower ends of theshafts 9 are prowings and the pulleys 15 of the series of 'vided with pulleys 'or drums 10-over which cables or ropes are passed so that all the pulleys may be moved simultaneously. The wing is provided with a balancing portion which extends transversely to the line of flight and a base portion which extends 'lon' gitudinally, or parallel to, the line of flight,

the transverse cross-sections of both portlons being concave below to form channels, the

channel in the transverse part inclining for-' wardly-and laterally of the machine and merging into the channel in the 'longitudinal portion and at an obtuse angle thereto. The drums or pulleys 10 of the series of Wings 0 are joined together by cables or wire ropes 11 and The connection to the upper cable 11 is shown in the middle of Fig. 2, and passes downward, as shown at 12, over, the pulley 13 and under the pulley 15 where it is connected to one of the pul leys 15 thus joining all the pulleys on one side of, the machine together. Attached to the pulleys 15 are cables 33 which lead to the pilot house 16 so that when the two cables 11 and 15 are operated all the' wings on one side of the ship may be rocked simultaneously on the pivots z. The cables 33 on both sides of, the ship pass over pulleys 21 and 22 indicate pulleys that are mounted on the shafts 19 and 20 and are connected by a straight belt 23. The pulley 22' is rigidly fixed toits shaft, While the pulley 21 is loose on its shaft, but provlded With a perforated plate 27-, to receive a pin 28, which is adapted to enter an opening 30 in the wheel 17 for fixing or clam ing the pulley-21 to its shaft; also mounte on the hollow shafts 19 and 20 are pulleys 24 and 25 which are connected by a cross-belt 26,.the pulley 24 being fixed on its shaft, and the pulley 25 loose on its shaft but provided with a perforated plate and pin '29 for fixing or clamping it so that it shall revolve with its shaft. Any other suitable means may be employed to temporarily secure the pulleys 21 and 25 to the shafts,

than that described.

Rigidly mounted on the hollow shafts 19 and 20 are winding drums 31 and 32 with which the cables 33 are connected that lead to the cables which connect the drums 3 When it is desired to pulleys 10 and 15. change the angle of incidence of all the wings on one side of the ship, independently 'of those on the other side, the pilot wheel 17 or 18, corresponding to that side of the machine, willbe rocked in the required directlon, that is upward or downward, leaving both pulleys 21 and 24 loose upon their.

pulley 25 is fixed or clamped on its shaft and either pilot wheel 17 or 18 rotated in the required directioiu' Should it be desired to i increase-the angle of -incidence of all the wings on one side of theship, and simultaneously decrease the angle of incidence of all the wings on the other side of the ship, the

pulley 21 will be made rigid upon its shaft and either pilotwheel rotated in the re-- quired direction. Suitable means are also 2 provided in the pilot room of the car for operating both the horizontal and vertical rudders at the fore and aft part of the m'achine.

" The horizontal rudder 42 is operated by cables 40 and 41 whichlead back to the wheel 60 in the pilot room. The front vertical rudder 58 is'operated from thedrum 3S- machine in its flight,'shouldthe other motors be stopped. Suitable propellers are connected with the motors either by direct connection or by belts, or other transmis- S1011. to the rear end of the spine 11 at 46 and is free to rock or oscillate through a limited are on its pivot, where it is connected to the spine. The tail-piece comprises the curved wing portions 50, the main, outward flaring plane portion 49 which is rigidly connected to the curved win portions 50, and the flexible parts 48 whic are secured to the main plane portion 49. The curved wingportions 50 of the tail are formed with a concave under surface similar to the balancing portions of the-wings which lie transversely to the line of flight, as shown in Fig. 9, "which is a section on the line 9-9 of Fig. 8.

\Vhen the ship is not inmotion, the tail falls or descends to an angular position of about 6 degrees below the horizontal giving the wings 50 approximately the normal 3 The tail-piece 49 is 'pivotally attached 20 gliding direction, the horizontal gomponent becoming greater .as the speedy increases,-

angle of incidence for aeroplanes prepared to start in flight, as shown in Fig. 2 in dotted lines at 57 In flight, this angle automatically becomes less as the speed inship su'ddenly cease for any cause, and the I ship begin to fall, the upward pressure of the air, on the under side ofthe tail, causes it to assume an inclined position, as shown by dotted lines 57 in Fig. 2. At the ,same

I time the angle of incidence of the curved wing portion 50 of the-tail is decreased. It

can readily be seen that this position of the tail will cause the ship to take a forward,

' due to thelifting power of the main aeroplanesmr wings.

This automatic righting action of the tail-piece is its main purpose. However, flexible portions 48 are provided which may be operated in the same or opposite directions to cant the tail for the purpose of assisting in maintaining equilibrium and in turning. The tail-piece itself may also be mechanically raised or depressed by means of cables 50 for the purpose of pointafter-called the base portion structed somewhat similar to t e sector of a.

ing the-ship upward or downward, or for maintaining it on an even keel, in flight.

The wing elements consist of two parts, (1) the part adjacent the chassis (hereinbeing conhollow cylinder extending in a fore and aft direction, and is inclined slightly downward to the rear, as shown in Fig. 2, the concave side being underneath; and (2d) the portion extending horizontally outward and slightly forward from the base portionand curved underneath comprising the wing proper, and hereinafter called the wing.

This construction of the wing element tends to guide or deflect the dlsplaced air inward toward the chassis, as indicated by the arrows at 55, where it is condensed or banked under the base portions of the wing elements. The arrangement of the wing elements is such that the rear end of the base portions is nearly under the forward ends of the following wings, the air currents escaping from the base portion as the forward wing rises underneath its following wing and thus continues to assist in sus taining the weight. The construction of the wing elements also affords a means for causing the machine to rise, due to the backward drafts forced under them from the propellers 52.

, On account of the propellers drawing the air inward and forcing it rearward it becomes nccessary to provide the base portion m of the wings 1, 3,-and. 7 with. valves 62 which permit air topassdownward through the wing, but not upward, inorder to prevent a downward pressure upon the upper .side of the base portion m caused by the rotating propellers. These openings 'therefore relieve .the wings of this downward pressure by allowing the air to reach the propellers through these openings.

the arrows 49 Referring matic righting operation of the tail element of my machine, reference is had to Fig. 12 in which the spine i of the chassis is conventionally represented by a single line: First, let it be assumed that the machine is moving forwardly at a uniform rate of motion, the position of'the plane part 49 of the tail is that shown in full lines whichis substantially in line with the chassis, and the chord of the curved part of thawing 50 is also in line with the part 49. Now' considering the propelling means as havin come to a standstill or been disabled an the machine to have fallen on an even keel into the dotted line position i: The tail 49 has been forced upward into the dotted position 49 by the pressure of air below, as indicated by the' arrows 49 The effect of the supporting wings j and k, and the wing 50 against the action of gravity causes the machine to assume a glidingdirection, as indicated by The machine would. therefore reach the earth by a succession of glides or'falls. The operator may, of course, adjust the w iigs j. and is so as to bank the air under the same to offset a greater support on the machinejand prevent its falling ab ruptly, but will reach the earth by a sucsession of glides and falls.

A lifting and starting gear is shown in Figs. 1 and 2 and consists of the pontoons g, the trucks 6, and wheels 7. The pontoons consist of water-tight boxes attached to the chassis a by the spring elements e and the. swivels e and are used principally forv alighting upon, starting from, or moving upon the surface of the water. The spring elements and ,the swivels are connected to the pontoons by a'universal or. ball and socket connection a. The spring elements e consist of two straight rods 6 and e rigidly connected together at the bottom, one of the rods of said connection having a right angle therein, and the other an obtuse angle, as shown at c and e. The upper ends of the rods 6 and 6 pass throu h the barrels e (see Fig. 14) which are oined to the chassis by swivels e to errmt the rods to swing in a fore and a direction. The springs 6 act as cushions for the pontoons when alighting, and when running over the uneven groun more particularly to the auto an I Y 49 which Iextend to the .pilot room of the cabin around a suitable common drum for 3 will cant thetail by pulling up on one cord mit the pontoon to restevenly upon the- 1,677,78Q i i 5" The bevel side of the yoke formed by the rods e. and e is placed outwardly to pergroundor water when the: ship is tilted to one side, as shown in the dotted position in Fig. 4, or whenthe, land or water surface is uneven. The truck e consists of the Mile 6 having bearings 6 resting upon the central outer edges of theflpontoons, the'axles ex tending beyond the outer-edges of'the pon toons and being provided at either end with 'swiveled forks e for the Wheels. Provision is made for-folding the wheels upward,'when not in use. The wheels areused primarily for starting the ship and forpmoving it easily about when on land. The pontoon is also provided with runners or skids a and primarily for alightingon the ground andto preventthe wheels'from dropping into ruts 'or holes and being damaged. The 'car or cabin of the machine is shown at 65 and extends fore and aft and is hung from, or

supported by, the trussed chassis a.

In order to move the parts 48 of the tail,

I provide cables orcords 49 49 ,493, and

cantingthe tail so as to change the course ofthe machine. In practice, these cords will besoarranged that one pair, as 49 and 49,

'- tain the-cords 49 and 49 above the horizontal plane of the tail and 49* and 49* bemanner as a sailing vessel tacks against the wind. For-example, should it be desired to v low the horizontal plane in order to effect ,the' desired canting of the tail.

The front and rear vertical rudders 58 and 59 are provided to assist in turning the machine and toenable the ship to tack 'againstthe' wind in practically the same cross a strong wind atwpraotically right angles, the machine is headed slightly into the wind and bothrudders are then heldso that the wind will strike them on the lee side of the ship,one or both-being shifted to keep the ship headed properly. The sidewiseoperation of the rudder 13 is accomplished-by pulling down onone of the cords 49 and upward on the other, the result being-that the whole effect'is to cant the rudder sidewise.- It should be noticed from the construction herein shown and described that the air which is banked. or compressed under a forward wi -when it escapes in this compressed condition will immediately pass under the succeeding'or following wing and exert its elastic-or expansive force on 'tached thereto, means to this second wingand thus materially assist in supporting the ship." The same operation course, repeated-from wing to being, of wing.

set or adjusted'when' the machine is assem-- In the operation of the machine, the angles V 'of incidence of the Wings will, of course, be

bled so as to obtain the best results th'at is v to say, the greatest supporting effect. This adjustment of the wing durin the assembling operation is effected, as clearly shown in Figs. 9 and 11, by 'rotatingthe individual shafts 9, the teeth 8' of which mesh with the teeth 7 of the sector elementsy whereby the angle of incidence or the position of any individual wing may be set before the cables 11 and 15 are permanently attached to the pulleys 10 and- 15; then, when these cables are operated from thepilot-house all of the pairs of wings will besimultaneouslv op- I erated. 'The angles of incidence of the wings may be such that one wing may be positive and the adjacent wing negative. Such a positionis shown in Fig. 2 wherein the angle of incidence of the wing 50, indicated indotted lines, is negative, and the angle of incidence of the next preceding wing is positive.;

- WhatI claim, is 1. In .a flying machine, the combination with a chassis structure, wings pivotally at- -to yield independently 0 each other and without control by the aviator to the increasing air forces, and to return" withthe decreasing air forces to their normally horizontal position, said movement being in a vertical plane transverse of the line of flight,- means of'varying the angle of incidence of the wings, and means to propel the machine.

2. In a flying machine, the combination with a chassis structure, wings attached thereto, means topermit the wings to anermit the wings 3. In a flying machine, the combination with a chassis structure, wings pivotally'attached thereto, means to permit the wings to yield independently of each other and without control by the aviator to the in-v creasing air forces and without varying the angle of incidence, and to return with the decreasing air forces to their norm ally horizontal position, said movement being 1n :1 vertical plane transverse of the l1ne of flight, and means to propel the machine.

- 4. In a wing for flying machines sub stantially L-shaped consisting of a balancing portion transverse to the line of flight,

and a base portion longitudinal to the line of flight, each portion being curved in cross section and concaved underneath to form both portions being concave below toform i i I 51,077,753

channels, the channel of transverse tartion merging into that of the base, portion,

the base portion o'fthe wingbeing adjasis, substantially as described.

'5. A wing for a flying machine having cent to the point of attachment to the chasa balancing portion extending transverselychannel in the longitudinal part at an ob tuse angle thereto, whereby the waves of air during flight will be'guided or directed from-the transverse portion toward and un- 'der the longitudinal portion.

6. A tail-piecefor flying machines com prising a plane portion andcurved-wing portions to collect the air during flight, and

flexible members attached to the plane portion-of the tail,'and means for operating the flexible members.

' i 7. In a flying machine,

with the chassis, vertical rudder, and means for propelling the machine, of wings having a balancing portion extending transversely to the line of flight, and a. base portion extending longitudinally of the line of flight, the transverse cross sections of channels, the rhannels in the transverse fpart inclining forwardly and laterally of the machine andjmerging into the channel in the longitudinal part, at an angle thereto.

-8. In a flying machine, the combinationv with a chassis, means to propel the same, of a tail for steering, wings pivotally attached to the chassis, elements permittin the same to rise and fall independently o' each other, said movement of the wings being due entirely to varying densities of air, gusts, or eddies, and means for varying the angle of incidence of the wings.

9. In a flying machine, a chassis, a car or cabin attached to the chassis, wing'ele ments attached to the chassis, means between the wing elements and the chassis to permit the wing elements to move upward independently of each other from their initial or horizontal position and to return to this positionwithout varying the angle of incidence, said movement being automatically caused by the varying densities of the air and the forces of air currents which act upon said elements.

' 10. In a multiplane-flying machine comprising a chassis, a car or cabin attached sa' c asi. e a'r win to 1d h ss,t*oormor isof elements pivotally attached to the chassis, means to simultaneously vary the angle of incidence of all the wing elements, means to permit the wings to automatically yield independently of each other and without control of the aviator to the varying air :fo'rcesand 156' return with the decreasing air forces to their normal horizontal position, said movements being in a verticalplane transverse to the line of flight, and means to propel the machine. y

11. In a flying machine, the combination with a chassisstructure, a car 'longitudi: nally suspended therefrom, wings attached thereto, means to permit the wings to yield. upwardly from a horizontal position, means to vary the angle of incidence of the wings,

and means to propel the machine. I

. 12. In a flying machine, the combinatlon with a chassis structure, a- .carlongitudinally j suspended therefrom, wings attached thereto, means to-permit the wings to yieldup-- Wardly from a horizontal. position, means to vary the angle of incidence of the wings, means to propel the machine, and means to steer'the machine horizontally. 13. A multiplane flying machine comprisinga chassis or frame, wings pivotally attached-thereto in .two horizontal planes,

means to permit the wings to yield independently of each other to the varying forces of theair in a plane transverse'to the line of flight, means for simultaneously varying the angle ofincidence in. the same or opposite directions on both sides of the ship, and means to propel the machine.

14. A multiplane flying machine comprising a chassis or frame, .Wings pivotally at-'.

tached thereto intwo horizontal planes, means to permit the Wings to yield independently of each other to the varying force of the air in a plane transverse to the line of flight, means tovary the angle of incidence of the wings on one side of the ship independentrly'of those on the other side of the shi.-.

1 5. A wing for a flying machine which is substantially L-shaped and consisting of a balancing portion transverse to the line of flight, and a base portion longitudinally arranged to the line of flight; each portion being curved in cross section and concave underneath to form'channels, the channel of the balancing portion merging into' that of the base portion. I v

16. A wing for a flying machine comprising a balanc ng portion extending laterally and forwardly to the line of flight, and a base portion extending longitudinally of the line of flight, the transverse cross sections of both portions being from below to form channels, the channel in the balancing part merging into the channel of the longitudinal part at an obtuse angle thereto.

17. In a flying machine, the combination with the framework thereof, of vertical rudders, means to propel the machine, wing elements, each wing element consisting of rection, the concave side being underneath, and, second, the portion extending from the base portion transversely of the line of flight and slightly'forward so as to form an obtuse angle with the base portion and curved underneath to form a channel, said channel merging intoythat of the base portion.-

18. Ina flying machine, the combination of the framework, means to propel the same, wings pivotally attached to the framework, elastic elements connecting a central portion of each wing'to the framework to permit the wingsito rise and fall independently of each other in varying densities of air, gusts, or eddies, and meansfor varying the angle-of incidence of the wings. f 19. In a flying machine, the combination with a chassis structure, -wings attached thereto, means to permit'the wings to automatically move upwardly independently of each other. from a horizontal position, means to vary the angle of incidence of the wings means to propel the ,machine, a tail, and

means to cant or'bend thej rear: portion of the tail.

20. In a flying machine, the combination with the chassis, vertical rudder,'and means for propelling the machine, a horizontal rudder for steering upward and downward,

of wings having a balancing portion extending transversely to the line of flight, and a base portion extending longitudinally of the line of flight, the transverse cross sections of both portions being concave below toform channels, the channels in the transverse part inclining forwardly and laterally of the machine and merging into the channel in the longitudinal part, at an anglethe'reto.

MATTHEW A. BATSON.

Witnesses:

K. I. Grim/Ions, HARRY W. Bowmr. 

